Internal-combustion engine.



W. D. O. WRIGHT.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED H1319, 1913.

1,095,485. I Patented May 5, 1914:.

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1 ATTQRNEYS W. D. G. WRIGHT.

INTERNAL OOMBUSTION ENGINE.

APPLICATION FILED FEB. 19, 191: 1,095,485, Patented May 5, 1914.

2 SHEETS-SHEET 2.

' INVENTDR- W M15 0111]. irgggw ghg 34 1.)

ATTORNEYS WILSON I). CRAIG WRIGHT, 0F PHILADELEfI-IIA, PENNSYLVANIA,ASSIGNOR ,OE! ENE- Hsrir TO Josnrn tumour, or ernrisntrow r,rrrrpsnnnrnre, rsnnsYLvs'nrl-e.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Potent. Patgg tggefi Application filed Eebruary19, 13.13. Eerial No. 749,393.

To all whom it may; concern lie it known that l, ll- ILSON D. CRAIGYEN-HT, citizen of the United States, residing at Philadelphia, in thecounty of Philadelphia and State of Pennsylvania, have invented certainnew and useful Improvements in Internill-CombustionEngines; and 1 dohereby declare the following to; he a fulh clear. and exact descriptionof the invention, such as will enable others skilled in the art to whichit uppertnins to make and use the some, reference being had to the,uccompnnying drawings, and to characters of reference marked thereon,which form a purl of this specification.

The present invention has reference, generally. improvements in internalcombushustion engines: and the invention relates, more particularly, toimproved means for controlling the fuel admission, speed and powerofiutcrnul combustion engines, of the hydrocarbon or other types.

The iuiention has for its principal object to provide a novel and simplyconstructed ll'lczins connected with the crank-shaft and camshaft whichuctuates the fuel admission valve of the cylinders, and by means ofwhich :1 wide range of timing the moment of admitting the fuel is easilysecured, and varied while the engine is running, also permitting thetime of fuel admission to he \'Z11lQ(l to suit the conditions consequentupon the loud or work thrown upon the engine.

The said novel controlling;- means also provides an easy means forobviating pro-ignition due to u too early admission of fuel, and othersimilar evils.

The mechanism embodying the principles of the present invention may heapplied to the type of hydrocarbon engines using light and heavy fuels,whereby a late admission of fuel permits the use of light or easilyvolatilized fuels, such as gasolene or alcohol, which require lowercompression. llie engine will thus operate on such light" fuels, eventhough by its design its compression ratio is much too high for theiniThe light fuel. in such case, would be admitted late in the stroke sothat it would enter the cylindcr at 5: period when the compressionpressure hud fallen, the charge so admitted beingfired hv elci I sparkignition. When the engine, had warmed up, and its hot tube igniter'hadreached a proper tenuoeruturc, the lighter fuel may he discontinued, andt t'uel admitted in its place, the tire 03: the admission being advancedto suit the heavy fuel conditions while the engine is running. It willbe readily understood that such operations cannot he produced by anymechanism in which the crankshaft and camshaft remain always in the somefixed time relation. I i

The mechanism embodying the the ty invention may be applied to gine inwhich the cum-shaft sei "e. to control thefuel admission valves, andalso to operate a pump or pumps and distributors for props ling the fuelelements to the valves, so that when the time of admission of fuelthrough the valves is changed the operation of ti). novel controllingincohenism, the operation of the pumps and distributors are also vuliiedin accordance with such change. i

@ther objects of the present inventi n sol. at this time moreparticularly enuni vill be clearly unccrstood from the ing detaileddescription of the some.

With the various objects of the present invention in View, the saidinvention consists, primarily. in the novel cc means for advancing orretsrdin- 1e relation of the cam-shaft to the crank oi the enginejforthe purpose of or retarding the-admission of fuel the engins cylinder,substantially as hereinafter set forth; and theinvention consists, furthermore. in the novel arrangements and combinations of devices andparts, as well as in the details of the construction of the some, all olwhich will he more fully described in the following specification, andthen finally embodied in the clauses of the claims which are appended toand which form on essential part of the said specifics tion. i Theinvention is clearly illustrated in the accoi'npun'yiup; drawings, inwhich Figure l is a side elevation of a hydrocarbon engine equipped withthe novel construction of timing mechanism made according to andembodying the principles of the present invention. Fig. 2 is'a. lurgcdetail view of'ihe novel construction oi tiniing mechanism embodying theprinciples of, the present invention; Fig. 3 is a detail transversesection of the same, taken on bit line 3-3 in said Fig. 2 looking in thedirection of the arrow X; and Figv 4 is a detail longitudinal section ofthe same, taken on line 41* in said Fig. 3 looking in the direction ofthe a row 7 Fig. 5 is a detail longitudinal section of a slightlymodified construction of the novel timing mechanism, still embodying,however, the principles of the present invention.

Similar characters of reference are employed in all of the hereinabovedescribed views to indicate corresponding parts.

Referring now to the said drawings, the refercnce-charactcr 1 indicatesa hydrocarbon engine, provided with the cylinder 2, and having the usualcrank-shaft Connected with said engine, and suitably journaled inbearing portions 4, is a lay or cam shaft 5, upon which are fixed thecam-members 6, which operate the connecting-rods 7 whereby the movingparts of fuel admission valves 8 connected with the cylinders 2 areoperatively controlled.

The reference character 9 indicates pump mechanisms which are operatedthrough the gearing 10 connected with said lay or camshaft Said pumpmechanisms are connected by suitable pipes 11 with the tanks 12containing the supply of fuel elements, and serve to draw said fuelelements from said tanks and propel the same through the pipes 13 tosuitable distributing devices ll, also connected and operated by gearingto said lay or camsha.ft The said fuel ele- Inents under the propulsionof said pump mechanisms passing through said distributing devices, andthence passing through delivery pipes whereby they gain admission to theengine cylinders. Connected with said hydrocarbon engine, preferablyadjacent to one end of said lay or cam-shaft 5 is a bracketmember 16,provided with a downwardly extending arm 17 supporting at its lower enda vertical bearing 18. Journaled in said vertical bearing 18 is avertical spindle .19, upon the lower end of which is fixed a. pinion 20which meshes with a bevel gear 21, either affixed to or driven by theengine crankshaft 3. vertical spindle 19 is another pinion 2-2.Journaled upon said lay or cam-shaft 5, so

as to rotate freely thereon is an idler bevelgear 23 which meshes withand is driven by said pinion 22. Connected with said idler bevel-gear 23so as to move in company therewith, is an oppositely facing bevel-gear24, the same being secured to said bevel-gear 23 by means of bolts orscrews 25, or any other suitable fastening means, or the saidbevel-gears 23 and 24 may be made integral.

Pivotally connected with said lay or cam-' shaft 5 by means of its pivotbearing piece 26 is a swinging spindle 27, the same being 15 to saidadmission valves 8,

Fixed upon the upper end of said cam-shaft as a center. Mounted uponsaid swinging spindle 27, so as to turn freely thereon, is an idlerpinion 28, the same meshing operativcly with said bevel-gear 24. Securedupon said lay or camshaft 5 by means of a pin 29, or other suitablefastening means, so as to turn with said lay or cam-shaft, is a fixedbevel-gear which also meshes operatively with the opposite side of saididler-pinion 26. Connected with the upper free end of said swingingspindle 27, by means of a pin 31, or any other suitable fastening meansisan upwardly extending handle-member or hand-lever adapted to producethe desired oscillation of said swinging spindle 27 and said idlerpinion 28 carried thereby. Secured to and extending upwardly from saidbracket-member 16 is a bracket arm 33 to the upper end of which issecured a quadrant 34 provided with suitable stop-notches 35 adapted toengage the nose 36 of a holding dog or lock mechanism 37 which ispivotally connected with the upper end of said handle member or handlever 32, and by the operation of which said swinging spindle 2'7 andits idler pinion 28 may be oscillated, and retained in any desiredadjusted position at the end of its oscillation or movement. Saidquadrant 34' is further supported in a proper operative position andrelation to said handle member or hand lever 32 by means of anotherbracket arm 38 which is secured to and extends outwardly from saidbracket member 16, so that the lower end of said quadrant may besuitably secured thereto.

In the accompanying drawings the mechanism above described is shown inits initial or normally adjusted position, and the same operates totransmit the power from the crank shaft 3 of the engine to the layercamshaft 5, as follows:-lhe crank shaft 3 being rotated by thereciprocation of the pis tons of the engine, in the usual manner,rutates said bevel gear 21 which is lixcd in connection therewith, thisbevel gear drives the pinion 20 ,and spindle 19. and consequently thepinion 'lne pinion 22 thus rotated transmits its movement to theoppositely facing idler bevel gears 23 and 24, and the said idler pinion28 being in mesh with the bevel gear 24 it also is rotated and is causedto transmit its movement to said bevel gear 30. Since said 'bevel gear30 is secured upon or fixed to saidram-shaft 3 it follows that thelatter. will thereupon be rotated, It will of course be clearlyunderstood that the relative ratio of the members of the above describedtrain of gears may be so determined'and arranged as lo produce thedesired relative rotation of the said cam shaft to the said crank shaft.The cam shaft 5 being thus rotated its 'am member", will operate inproper time relation to the ada ited to he oscillated u 10d said lav ornormal )iston movement the fuel admission this is the operation whichaccuses valve mechanisms. It will also be understood that the cam shaftwlth ts cam menibe is; rotated to operate said fuel admis sion valvemechanisms so that the same will open when the piston-of the cylinderhas, during its reciprocation, arrlved' at a proper position to compressthe charge. llt follows then that, for the purposes of better enginecontrol and fuel economy, it is often desirable to retard or advance theadmission of the fuel charge to the engine cylinder, so that the sameenters the firing chamber later or earlier during thestrolre of thepiston. case it is necessary to shift the position of the cam-shaft withrelation to its driving means to delay or advance the operation of thecam members connected therewith, and is sought to be accomplished by themechanism which comprises the present invention. The mechanism abovedescribed operates, to accomplish this function, as followsr-lVhen it isdesired to retard the operation of said cam shaft and its cam membersthe hand-lever 32 is released from the quadrant 34: and swungdownwardly, which operation oscillates or swings said swinging spindle27 with it carrying the said idler pinion 28 along. The said bevel gear242, with which said pinion 28 meshes, having a fixed geared relation tosaid crank-shaft 3, the same may be considered as fixed or stationary,having regard to the adjusting movement of the mechanism, even thoughthe same maybe, at the time of operation, or while the engine isrunning, rotating. .It follows then that the idler pinion 28, when thusswung downwardly with the swinging spindle 27, will roll upon said bevelgear The rolling movement of said idler pinion 28 operates to turnbackward said fixed bevel gear 30 which is secured to said cam-shaft 5,and consequently also turns baclnvard said camshaft 5 together with thecam members of the same, thus delaying or retarding the operation ofsaid cam-members upon the fuel admission valve-mechanism, and any otherfuel control. mechanism which may be operated from said cam-shaft 5.When the desired amount or time of retardation or delay has beenaccomplished in this way, the hand lever 82 is again locked inconnection with said quadrant 3%, so that the delayed operation of saidcam-members of the camshaft with relation to the piston movement of theengine will continue until another change or adjustment is desired. Anopposite movement or oscillation of said handlever 32 reverses theoperations above described, and consequently again advances theoperation of the camshaft and its cammenibtus with relation to thepiston movements.

Referring now to Fig. 5 of the accomentering fuel Suchbeingthepa-nyingdrawings,there is illustrated. therein a slightlymodified construction of mecha nism still embodying, however, the princi-ples of the present invention. In this construction the referencecharacter 3' indicates the crankshaft of the engine, and 5 thecam-shaft. Mounted to oscillate or swing upon said'cam-shaft 5 as acenter is a swingfraine 39 provided with a hand lever 40. Said handlever t0 has a latch mechanism 41 adapted to engage a fixed quadrantplat-e 2ato hold said hand-lever and swing frame in any desired adjustedposition. Se

cured upon said camshaft 5, by means of a pin 43, or any other suitablefastening means is a fixedgear wheel 4%. Also mounted loosely upon saidcam-shaft 5 adjacent to said gear-wheel id is an idler gear wheel 45adapted to turn freely upon said cam-shaft. Secured upon saidcrank-shaft 3 is gear wheel 4'6 which immediately, or through theinterposition of any desirable train of gearing or like transmissionmechanism, transmits the rotation or movement of said crankshaft 3 tosaid idler gear-wheel l5. naled in said swing-frame is a spindle e7.Fixed upon said spindle 4:7 is a gear-wheel .28 which meshes 455, andalso fixed upon said spindle 4:7 is a gear-wheel 459 which meshesoperatirely with said gear-wheel 4e fixed upon said camshaft 5. ll henthe crank-shaft 3 rotates its fixed gear-wheel 46 rotates said idlergearwheel' 45, which. in turn rotates said gearwheel 48, spindle "IT-andgear-wheel 49, the latter transmitting the movement to said gear-wheel4A and said cam-shaft 5. It will of course be also understood that therelative ratio of the members of this gear train may be so determinedand arranged as to produce the desired relative rotation of saidcamshaft to the said crank-shaft. mechanism above recited serves toadjust or shift said camshaft and its canrmembers with relation to thecrankshaft as fol lows :-VVhen it is desired to make such an adjustmentthe swing-frame 39 is oscillated or swung downward; The said gear-wheel46 on said crank-shaft may be considered with regard to the adjustingmovement as fixed or stationary, and the idler gear-wheel. 45 which isgeared or meshed therewith may also be so regarded. Then as theswingl'rame moves or swings downward it rolls said gear-wheel d8 uponsaid idler gearwheel 45" thereby rotating said spindle 4-7 and saidgear-wheel 49, the rotation of the latter being imparted to thegear-wheel secured to the cam-shaft, whereby the latter and itscam-members is shifted with rela tion to said ci'anlt-sl'iaft, andconsequently with relation to the piston movements of the engine. Gtcourse opposite adjusting effects will be secured by swinging oroscillating said. swmgtrame in the opposite di Jour-' with said idlergear wheel The said sion mechanism,

' vention to the exact arrangements and combinations of the variousdevices and parts as illustrated in the accompanying drawings, and asdescribed in the foregoing specification, nor doI confine myself to theexact details of the construction of the said parts.

I claim 2- 1. An internal combustion engine having a crank-shaft andfuel admission mechanism, a time shaft for controlling said fuelmechanism, a bevel-gear fixed upon said time shaft, a double faced idlerbevel-gear loosely mounted on said time shaft, a swingingspindlepivotally connected with said time shaft between said fixed bevel-gearand said double faced idler bevel-gear, an idler pinion mounted on saidswinging-spindle, said idler pinion meshing both with one face of saiddouble faced idler bevel-gear and with said fixed bevel-gear whereby therotation of the former is transmitted to the latter, a gear fixed uponand driven by said crankshaft, and intermediate gearing between saidgear and the opposite or other face of said double faced idlerbevel-gear for driving the latter.

2. An internal combustion engine having a crank-shaft and fuel admissionmechanism, a time shaft for controlling said fuel admisa bevel-gearfixed upon said time shaft, a double faced idler bevel-gear looselymounted on said time shaft, a swinging-spindle pivotally connected withsaid time shaft between said fixed bevel-gear and said double facedidler bevel-gear, an idler pinion mounted on said swinging spindle, saididler pinion meshing both with one face of said double faced idlerbevel-gear and with said fixed bevel-gear whereby the rotation of theformer is transmitted to the latter, a gear fixed upon and driven bysaid crankshaft, intermediate gearing between said gear and the oppositeor other face of said double faced idler bevel-gear for driving thelatter, a handle member connected with said swinging-spindle foroscillating or swinging the same and said idler pinion mounted thereon,and means for securing said swinging-spindle and its idler pinion in anydesired adjusted position to which it has been moved.

2. An internal combustion engine having a crank-shaft and fuel admissionmechanism, a time shaft for controlling said fuel admission mechanism, abevel-gear fixed upon said time shaft, a double faced idler bevel-gearloosely mounted on said time shaft, a swinging-spindle pivotallyconnected with said time shaft between said fixed bevel-gear and saiddouble faced idler bevel-gear, an idler pinion mounted on saidswinging-spindle, said idler pinion meshing both with one face of saiddouble faced idler bevel-gear and with said fixed bevelgear whereby therotation of the former is transmitted to the latter, a gear fixed uponand driven by said crank-shaft, intermediate gearing between said gearand the opposite or other face of said double faced idler bevel-gear fordriving the latter, a handle member connected with said swinging-spindlefor oscillating or swinging the same and said idler pinion mountedthereon, and means for securing said swinging-spindle and its idlerpinion in any desired adjusted position to which it has been movedcomprising a stationary notched quadrant, and a releasable catchmechanism connected with said handle member adapted to engage thenotches of said quadrant.

In testimony, that I claim the invention set forth above I have hereuntoset my hand.

NV'ILSOI D. CRAIG \VRIGHT.

Witnesses J. E. Haas,-

LonnNzo J. Hitler.

